Improvement in throttle-governors for steam-engines



. of Fig. 1.

UNITEDA STATES FFCE.

PATENT.

HERMAN CAMP AND GEORGE W. MGINTOSH, OF ROUSEVILLE, PENNSYLVANIA.

Speeication forming part of Letters Patent No. 119,315, dated September 26, 1871.

To all Iwhom it may concern:

Be it known that we, HERMAN CAMP and GEORGE W. lVlcINrosH, both of Rouseville, in the county of Venango and State of Pennsylvania, have invented a certain new and useful. Improvement in Throttle-Governor for Steam-En-v gines; and we do hereby declarefthat the following is a full, clear, and exact description thereof, reference being had to the accompanying drawing and to the letters of reference marked there- In running steam-engines the motion of the engine is constantly changing on account of the variation of the pressure of steam in the boiler and the varied resistance of the engine. The inconstant draught upon the steam by the engine while in motion, together with the varied resistance to the engine, causes a variation of the steam-pressure in the feed-pipe at every exhaust of the engine, and particularly between the throttle and the piston-head. The object of this invention is to use this varied steam-pressure in combination with the devices hereinafter described for regulating the pressure from the iboiler upoll,hhlli9.n=llead ofthe efgufso as to keep the motion of the engine regular and constant irrespective of the steam-pressure in the boiler or the resistance or labor of the engine. The nature of our invention consists in regulating the pressureof steam from the boiler upon the piston-head of the engine by means of a valve which is attached to an arm connected to a piston, which is thrown outward by the steampressure and inward by a spring, the inward travel of said piston and the lead of the valvey being controlled through the medium of a setscrew, as hereinafter described.

To enable others skilled in the art to make and use -our invention, we will proceed to describe more fully its construction and operation. p

In' the accompanying drawing, which forms part of our specification, Figure l is a top view or plan of our improvement in throttlegovernor for steam-engines. Fig. 2 is an end view of the same. Fig. 3 is a longitudinal and vertical section at line y of Fig. 1. Fig. 4L is a longitudinal and horizontal section at line y of Fig. 2. Fig. 5 is a vertical and transverse section at line y The accompanying drawing represents a half size of one size of our improvement in throttlegovernor.

A represents the shell or casing, in which is' tted a valve, B, to which is attached an arm, G, which is pivoted to a piston, D, provided with a spring, E, the tension of which is regulated by means of the screw-cap F. G represents a setscrew, provided with a jam-nut, h. rllhis setscrew is arranged in the shell or casing A, so that its inner end shall come directly in line with the axis of the piston D and rest against the inner end of the arm C. The end X ofthe shell A being attached to the steam-chest of the cylinder of the engine, and the steam-supply pipe leading from the boiler connected with the end X of the shell A, (the steam-pipe leading from the boiler should be provided with a throttle or stop-valve,) the valve B is given sufiicient lead through the medium of the set-screw Gr to admit to the steam-chest enough steam to work the engine when it is unloaded. Now, if .the engine requires, say, sixty pounds pressure of steam in the boiler to work the engine when it is loaded, then a tension is given to the spring E sujiicient to hold the piston D against a greater pressure than sixty pounds pressure in the boiler.

All things being constructed and arranged as hereinbefore described, the throttle or stop-valve in the steam-supply pipe is opened to its full eX- vtent, the steam enters the chamber J and passes through the opening in valve B, enters the chamber K and presses on the inner end of the piston D, which will cause it to travel outward and thereby move the arm C, which will operate the valve B so as to admit a pressure of steam upon v the'piston-head of the cylinder sufficient to work the loaded-engine and no more. Now, if the engine should suddenly be relieved of her load, the

spring E will cause the piston D to be forced inward, which will throw the arm C back against the-point of the set-screw G, changing the position of the valve B so as to admit only enough steam to work the unloaded engine.

The skillful engineer will readily understand from the foregoing description that the valve B will be operated through the medium of the arm C, piston D, and spring E, combined with the pressure of steam between the piston-head of the cylinder and the boiler, so that it will control the ,motion of the engine, keeping it regular and constant in its action irrespective of the steampressure in the boiler or labor of the engine.

We do not confine ourselves to any one form of the valve B, for several different forms and arrangements of said valves may be made and a the valve B, arm C, piston D, spring E, and setsimilalr result obtained. screw G, constructed and operating with rela-tion Having thus described the nature, construeto each other substantially as herein described, tion, :md operation of our improvement, what and for the purpose set forth.

We claim as of our invention is HERMAN CAMP.

l. The combination of the set-screw G and arm GEO. W. MCINTOSH. C with the valve B for giving the latter the de- Witnesses: sired lead, substantially as herein described, A. C. JOHNSTON,

2. The combination, in a throttle-governor, of JAMES J. JOHNSTON. (72) 

